Archive for May, 2010

Citroën Kofferbakverkoop (car boot sale)

Today I went along to a meeting of the Citroën ID/DS Club Nederland. It was a kofferbakverkoop, essentially a swap meet or car boot sale, and it was held in Grubbenvorst in the Netherlands. I wasn’t interested in purchasing any parts. I just wanted to meet a few people from the club and see the cars. There were a few very nice ID and DS models there including 2 Chapron convertibles. Below are a few photos for your viewing pleasure.

Citroën SM and BMW 123d

Old DS and new C6

1964 Citroën ID in perfect state

Citroën DS Chapron!

Citroën DS Chapron rear

Citroën DS Chapron convertible in red

Black DS

Not all the DS's were in such a good state...

It was good to meet with and talk to the members of the club. They have an awful lot of knowledge about these very special and unusual cars. I plan on joining the club and attending future meetings.

Malawi President pardons jailed gay couple

I am so relieved to hear this. Might be a good idea if they were now whisked out of the country though. Some people in Malawi are not very happy about this…

Nyasa Times

CNN

Train travel in Europe

I’ve recently advocated the building of a high-speed rail link between Melbourne and Sydney in Australia, currently one of the busiest air routes in the world. I feel that I should qualify this a little more by sharing some of my own experiences of rail travel around Europe, both high-speed and standard.

High-speed rail has become very popular in Europe and on some routes has virtually wiped out the competing air traffic. There are no flights from Brussels to Paris anymore for example. In fact, if you are flying on Air France out of Charles de Gaulle Airport your plane ticket includes the high-speed train trip from Brussels and you can check in your bags at Brussels South Station. C’est incroyable!

The first high-speed rail lines in Europe were built in the 1980’s beginning in France. In 1981 the LGV Sud-Est line from Paris to Lyon opened and the famous TGV started running. France now has the most extensive high-speed network in Europe with lines radiating out in every direction from Paris. The TGV network now extends into Switzerland, Belgium, Germany, the Netherlands and the UK and in 2007 a TGV test train set the record for the fastest wheeled train with a speed of 574.8 km/h!

I have had the pleasure of quite a few different train trips whilst living in Belgium, mostly to London but also to other destinations. My main experience is with the Eurostar service from Brussels to London which is slightly different than other train trips around continental Europe so I’ll comment on this first.

Eurostar

Eurostar

Eurostar began operating in 1994 following the completion of the Channel Tunnel. I have used it many times to travel between Brussels and London and find it very convenient and generally hassle-free. I’m not known for my patience and the idea of queuing for anything, particularly airport security, fills me with horror. Because the UK has not signed up to the Schengen Agreement there is still passport control which you pass through at your departure point. There is also security similar to airports due, I suspect, to the Channel Tunnel being a likely terrorist target. However, unlike at airports, this check goes very quickly and I’ve never taken more than 15 minutes from arrival at the station to boarding my train. That I can live with.

The trains themselves are very comfortable and quiet and they travel at up to 300kph once they are out of Brussels. This is particularly noticeable when another train passes going 300kph in the opposite direction!

St Pancras International

Now that High Speed 1 line in Southern England is complete the trip takes about 1 hour and 50 minutes and you arrive at the recently refurbished St Pancras Station which is amazing. The interiors of the trains are a little dated but they are clean and comfortable with plenty of legroom and big windows. On a couple of occasions when I have caught a special deal I’ve travelled “Leisure Select” which is what they call first class. Even bigger seats and a decent 3 course meal served at your seat with wine for only 15€ extra! If I book far enough in advance I’ve usually managed to get fares for between 60 and 90€ each way. I don’t believe I could fly for that little and regardless, I would rather pay more for the point-to-point convenience.

Thalys

Thalys

I’ve also travelled between Brussels and Paris several times on Thalys, an international joint venture between the French SNCF, Belgian NMBS, and German Deutsche Bahn. This hasn’t always gone quite so smoothly, mostly due to the belligerence of French railway staff and their propensity to go on strike. However, aside from a particularly bad experience last Christmas, partly due to bad weather, the experience has been good. The Thalys trains are newer than Eurostar and also travel around 300kph. One bonus is the availability of WiFi at a reasonable cost so you can work if you’re not on holiday. The train from Brussels arrives at Paris-Nord which is right in the heart of Paris and connects you to everywhere easily via the Metro. It only takes 1 hour and 20 minutes from Brussels. I drove to Paris once and that took over 3 hours and I was faced with the horror of driving my new BMW amongst crazed Parisian drivers and the impossible task of finding a parking space. Never again.

ICE

ICE

German trains are the coolest, mostly because they are sleek and white and called ICE (InterCityExpress). I had the pleasure of travelling on one of these a couple of years ago from Köln to Brussels. These trains travel at up to 320kph and, like the Eurostar and Thalys they are very quiet, smooth and comfortable. The other bonus with travelling within continental Europe is that there is zero security so you just turn up at the station and get on the train. The trains have a dining car so you can purchase snacks if you get hungry.

ICE

Whilst most of Western Europe uses the systems developed for TGV, Germany is slightly different which limits the trains that can cross their international borders. For this reason there are two types of TGV train, domestic and international. The international (ICE 3M) trains are able to cope with changes in voltage experienced on different networks. ICE trains are also the only ones able to run on the Köln-Frankfurt high-speed line because of the steep 4% incline.

There are still differences between the various high-speed systems used across Europe but these are slowly being resolved as a Trans-European high-speed rail network is being realised. Railteam is an alliance of 7 European high-speed rail operators whose aim is to offer integrated rail travel between major European cities in different countries. The aim is that services will be better co-ordinated to offer shorter connection times and more integrated booking. For a great overview of high-speed rail across Europe check out Wikipedia.

Deutsche Bahn

BMW on train (DB Autozug)

In addition to high-speed rail there are of course still plenty of slow trains. In 2009 we decided to go on a driving holiday around the northern half of Italy. However, because it is 1,000kms from Belgium to Italy we weren’t so keen on driving there. It would have used up 4 days of our holiday, cost us 4 nights accommodation, and put 2,000 unnecessary kms on my new car. But we wanted to drive my car when we were in Italy as a rental car would have been expensive and probably not very exciting for zooming through Italian mountain passes. So we booked ourselves on the Deutsche Bahn Autozug, a sleeper train with a car carrier at the back, the perfect solution. The Autozug leaves from Düsseldorf (which is only an hours drive from Antwerp) in the late afternoon, travels overnight down the Rhine Valley, through Austria and the Alps and arrives at 9am in Verona, Italy. Because it was summer it didn’t get dark till after 10pm so we had some very picturesque views of the Rhine Valley out the window of our sleeper.

The train was certainly not fast and it was pretty rattly but with the help of a sleeping tablet I got a good nights sleep while we meandered across the continent. This meant that the first day of our holiday started in Verona and no time was wasted driving there. Two weeks later we were back in Verona for the same trip in reverse. I highly recommend it.

NMBS

NMBS

Nationale Maatschappij der Belgische Spoorwegen (National Railway Company of Belgium) is the Belgian National rail operator and, given that I live in Belgium, I’ve spent a fair bit of time on their trains. I’m inclined to believe that they are fairly typical of a continental European train operator in that they are very good. Belgians will complain about their trains but then I think complaining about the trains is a national past-time in every country. My experience has been that they are clean, mostly modern, and generally on-time. Of course there have been occasions when I’ve been inconvenienced by a cancelled train or late one but those have been the exception to the rule. Certainly if you want to travel between Antwerp and Brussels the train is the fastest way. A lot of the trains even have power outlets by the seats for your laptop.

Antwerp Railway Station

By far the best aspect of Belgium’s rail network is not the trains however, but Antwerp railway station. Constructed between 1895 and 1905 it has a vast dome above the foyer with an enormous iron and glass trainshed covering the platforms. According to Wikipedia it was voted the 4th most beautiful station in the world in 2009.

Antwerpen Centraal

It was originally a terminus but has recently been renovated and extended underground so that now a new tunnel continues right under the station and emerges north of Antwerp City. This will allow future high-speed trains to continue through to Amsterdam. So even if you don’t arrive in Antwerp by train, I highly recommend checking out the train station.

Metros/The Tube

The Tube

In addition to overland trains I’ve also experienced the underground system in a few cities, namely London, Paris and Barcelona. They certainly have their flaws but for getting around these big cities quickly, they can’t be beaten. The Tube in London is often crowded, very hot, and some of the stations have endless stairs. Also, for some reason your snot always ends up black after 5 minutes down there… But there is no better way to move across London due to the congestion above ground. The Paris Metro is more modern than the Tube and the stations seem to be better designed as a result. Again, it is the fastest and most efficient way of getting around. The Metro in Barcelona is not as extensive as the other two cities which means you have to walk a bit further to the stations but it is still a good way of getting around. Beware pickpockets though!

So there you have it. As you might have guessed, I quite like trains, particularly the fast ones.

Highspeed Rail – Melbourne to Sydney

Air routes worldwide

Which air routes do you think would be amongst the busiest in the world? London to Paris? NYC to LA? Atlanta (world’s busiest airport) to Philadelphia? Nope, wrong. It’s Sydney to Melbourne in Australia with 950 flights per week, beaten only by Barcelona to Madrid and Sao Paulo to Rio de Janeiro. Interestingly, Sydney to Brisbane is only slightly further down the list in 9th place with 590 flights per week. This is impressive for a country with a total population of only 20 million people but can be largely explained by geography. Australia is a country of vast distances with the population almost entirely focussed on 5 major cities around the circumference.

Wikipedia states that “The busiest air routes in the world appear to involve pairs of large cities in close proximity, but which rely more on air transport due to a lack of viable transport infrastructure for other modes, and the distance is large enough to discourage car driving.

Melbourne

Well Melbourne and Sydney are certainly too far apart for driving on any regular basis. Not only is it a good 10 hour drive but there is next to nothing in between, such is the nature of the Australian Outback. So, you might think, at least you would be able to drive fast given the emptiness of the surroundings and the straightness of the highways? Ah no, not recommended. The speed limit of 100 or occasionally 110kph is rigorously enforced and penalties are harsh.

Both cities are certainly large at between 4 and 5 million people each and there is an enormous amount of interaction between them, both business and tourist. This explains why 9 million people made the trip in 2009 and why that number is expected to rise 70% by 2020. The populations of both cities and Australia as a whole are predicted to increase dramatically in the next couple of decades.

Sydney

As for the lack of viable public transport… well, you can take a train but it takes about 11 hours and stops dozens of times. Or a bus. Which isn’t any quicker. Needless to say those options aren’t very popular when the flying time is only 1 hour.

But what is wrong with flying you might ask? You’re kidding right? Setting aside the environmental impact (shifting most passengers on the route from air to rail would save at least 1 million tonnes of greenhouse gases a year), flying has become a harried, stressful, and often-times, inconvenient means of transportation. Anyone who thinks otherwise is obviously glancing nostalgically back to aviation’s romantic past, not the present (or they can afford to fly business class…). A quick analysis of the benefits of high-speed rail over flying is needed:

  1. Melbourne & Sydney airports are far outside their city centres. In Sydney this means an expensive taxi ride or metro ride. In Melbourne it’s an expensive taxi ride or a cheaper but still not inexpensive bus ride. Due to the lack of foresight of the Kennett government there isn’t, and likely never will be, a train link to the airport. High-speed rail as experienced in cities like London or Paris on the other hand, will take you directly into the heart of the city. No need for a separate transfer.
  2. Long queues to check in at airports, generally not at train stations.
  3. Long queues at security. There often isn’t any security for trains or it’s a lot less stringent.
  4. Don’t forget to remove your laptop from your bag at the airport. Not at the train station.
  5. You need to be at the airport early to guarantee you can check in, go through security, and make it to the gate lounge in time to wait the obligatory half hour or so. In my experience with high-speed rail in Europe it has been more of a case of turning up and getting on the train, usually not earlier than half an hour before departure.
  6. On a train you can leave your electronics turned on all the time including your mobile phone.
  7. You have more room on a train than you do in economy class on a plane and more freedom to move around.
  8. Trains cannot be delayed by fog, volcanic ash or other weather-related events (except fluffy snow – I’m looking at you Eurostar).
  9. Travelling by train you can watch the scenery out the window as it whizzes by. From an aeroplane you aren’t likely to see much at all.
  10. And, for most travellers, the most important aspect is the time taken, probably the reason not many people endure the current 11 hour trip. In Europe, Japan and China journeys of up to 800kms city centre to city centre are faster than air travel. Up to 1,000kms remain competitive. It’s 713kms as the crow flies between Melbourne and Sydney.

Bombardier High-Speed Train

The reasons for travelling by high-speed train instead of flying seem compelling so why hasn’t the infrastructure already been built? Obviously this would require a sizeable investment in infrastructure, around $15 billion for the line and the initial trains based on the French experience. But even at this cost a one-way economy fare of less than $150 and a business class fare of less than $300 should be possible. This compares very favourably with airfares, particularly when you take into account taxi rides to the airport or the cost of parking your car there.

Based on existing train technology a centre to centre journey time of less than 3 hours is possible. This could certainly not be matched by flying. And a single train can carry 900 passengers compared to around 160 passengers in a typical short-haul jet such as a Boeing 737. High-speed rail lines can safely accommodate 1 train in each direction every 15 minutes. So there is ample capacity for present and future demand.

In other cases where cities have been connected by high-speed rail the air services have virtually disappeared which demonstrates that passengers really prefer the hassle-free, point-to-point nature of rail travel. For example, since the Eurostar between Paris and London opened more than 70% of travel between them is by train, even though Heathrow is a European airline hub. So this is certainly a case of “build it and they will come”. All we need to do now is find the political will to make it happen.

Source article: http://www.theage.com.au/opinion/society-and-culture/very-fast-rail-travel-figures-add-up-20100521-w1n2.html

Apple whinge – update

Wet iPhone

I received my iPhone 3G back via Mobistar without any issue. It was completely dead flat so I’m not convinced that Dynafix even attempted to charge it before announcing it was water damaged. Anyway, I took it home and gave it a full overnight charge and it is functioning normally. The surprising thing is that the battery actually seems to be lasting longer now. Maybe it just needed a holiday. I can generally get through a full day at work (bearing in mind I don’t actually use it much at work) as it goes red about 4pm but then gets a top-up in my car charger so that there is enough juice for my gym session. I use the frankly brilliant iFitness application to record my workouts.

So anyway, long story short, I haven’t bothered to replace the battery or open the phone. While it is still functioning adequately I’ll leave it alone. If the battery life drops again like it did in the past then I will do something about it. I’m sure none of you will be surprised to hear that Dynafix completely ignored all subsequent emails requesting contact details to make a complaint. Very unprofessional and I’ve heard from a friend who works at an authorised Apple reseller that Dynafix are a nightmare to deal with and they have constant complaints from customers whose warranty claims have been rejected due to water damage.

Anyway, the new iPhone will likely be announced officially in the next few weeks so I am holding out for that. I know, sucker for punishment, but aside from the battery issues my 3G has been just so damn useful! Before I make any decision I will at least take a look at some of the new Android phones… and then I’ll buy another iPhone.

Mazda MX5 vs Rolls Royce Phantom Drophead Coupé

No real depth to this post other than the wish to share a photo that amused me. Behold the classic “people’s” roadster, the MX5, next to the distinctly aristocratic Phantom. Both convertibles yet not the same.

MX5 vs Phantom

Note: The Phantom is on the right…

This size difference also extends to the price. £20k for the MX5, £300k for the Phantom.

One more photo just for shits and giggles:

Phantom vs MX5

Credit: James May of TopGear. Read the article here.

Nürburgring! No longer a virgin…

Well yesterday was certainly a milestone in my life. My first, long-anticipated ride around the Nürburgring and it was in a Ferrari 355GTS no less. And it wasn’t exactly being driven cautiously… It was one of the most exhilarating rides I’ve ever had and that’s saying something…

The Nürburgring is a motorsport complex that consists of several tracks including a Grand Prix track (GP-Strecke) located in Nürburg, Germany. The most famous track is the Northern Loop (Nordschleife) which is open to the public most days and is a Mecca for petrol heads from all over the world. At 20.81 kms long it is one of the longest racetracks in the world and with 154 corners it is certainly the most complex and challenging. Most of the corners are blind as the track is on the side of a mountain and there are constant crests, dips and even a couple of potential jumps. It’s not called the “Green Hell” for nothing. It’s fantastic.

I’d been twice before as a spectator so I thought I knew what to expect. I’d also spent a fair bit of time on racetracks back in New Zealand so I was feeling quietly confident. I was in for a wake-up call. This track is not at all like the short, flat, sparsely populated tracks I’d driven on in my Subaru. This is an extremely fast, intense track with chicanes, dips, crests, uphill, downhill, blind corners and it is too long to commit to memory without many, many laps experience. Combine this with constant pressure from Porsche 911’s and BMW M3’s coming up behind me at high speed, not to mention the Ring Taxi, and there was a distinct possibility that I would be reduced to a dribbling wreck.

Ferrari 355 GTS

I drove from Belgium to Nürburg in convoy with a few other people in a Porsche 911, a BMW 3er Touring, and the Ferrari 355. Through Germany this was extremely highspeed at around 220kph so I was well warmed up by the time we arrived. My friend has much experience of the ‘Ring so he took me out first in the Ferrari to experience the track and see what I was getting myself into. This was a very fast lap (I don’t believe we were passed by anything) and initially I was mildly terrified. However, I was able to relax after the first couple of kilometres when it became apparent that my chauffeur knew what he was doing. I’m always happy in the hands of a competent driver. The most amazing aspect of this lap was the grip that Ferrari had through the corners. Barely a wriggle or tyre squeal as we barrelled round the bends. Put that down to very large tyres, low centre of gravity and a wide track. Oh, and the fact that it’s a Ferrari!

Once that lap was completed (in less than 10 minutes) we took a little time to wander around and check out the merchandise in the carpark. Gorgeous sunny day and much eye-candy as you can see from the photos. Ferraris, Lamborghinis, Porsches of every flavour, BMW M3’s, Corvettes, and, the highlight of my day, a Mercedes SLS AMG Gullwing! This Swedish-owned masterpiece in red was being driven round the track along with everything else.

My BMW 123d coupé

Ford Focus RS and Mercedes SLS AMG

Chevrolet Corvette

Ferrari 599

Porsche 911 GT3 RS in Gulf livery

Then came time for me to do a lap in my BMW. It is a 123d coupe and was probably just about the cheapest car in the parking lot. Nonetheless it is still too expensive for me to crash so this was going to be a cautious lap. That and I’d optimistically bought myself 4 laps so I wanted to get my money’s worth. Following a seating position check we set off with my friend in the passenger seat to give me instruction – very useful! I very quickly realised that I wasn’t going to be anything approximating fast as I was quickly passed by a procession of much more exotic machinery but that was ok. I just wanted to survive the first lap with the shiny side up. I’ll freely admit I was pretty terrible initially. Braking in corners rather than on the straight, changing gear mid-corner upsetting the weight balance, missing apexes, I did it all. Even managed to lose the back end about quarter of the way through the first lap although it was masterfully caught and corrected (not by me – clever BMW electronics…). However, with gentle but insistent prodding by my co-pilot I started to take the instructions onboard and remember them.

We continued straight through for a second lap which turned out to be a little messy. The track was quite busy and I was feeling a little flustered. But there was promise showing and the occasional well-executed racing line amongst all the dodgy gear changes and muffed braking points. So I exited the track after the second lap for a break and to take stock. The BMW had done well given that it was entirely road-spec and I hadn’t done anything to prepare it for its track debut. The brake pedal went a little soft but the brakes never faded and it was still braking strongly even after two continuous laps. Bear in mind that’s 42 kilometres! The steering in the 1er is electric so there was no hint of the problem which used to plague my old Subaru, namely the power-steering fluid over-heating. The only component that really let it down was the tyres. They over-heated and I could really feel the grip going out of them. This was my fault for not pumping up the pressure – didn’t think of it – next time.

KTM X-Bow

We then had some lunch – tasty burger – after some of the guys had been for hot laps in a KTM X-Bow! One of them was an F16 fighter pilot and even he came back ashen-faced from the sheer brutality of that machine under braking and cornering. I actually didn’t want a ride – figured the Ferrari was enough pant-wetting exhilaration for one day. While we were lunching the track was unfortunately closed due to a serious Porsche v Armco incident. The Porsche left on a truck and the driver left in an ambulance – hope he’s ok. Happily for me though, I was one of the first through the gate when the track reopened which meant I had a relatively clear, traffic-free lap. This enabled me to focus more on what I should be doing without worrying so much about all the shiny objects in my rear-view mirror. I’m happy to report that my 3rd lap was much tidier than the previous 2 and I was able to concentrate on braking before the corners, turning in and holding consistent lines without upsetting the car’s balance. This lap probably wasn’t that fast either as this time I didn’t have a navigator to tell me what was coming up over the blind crests.

I continued straight through for a 4th and final lap and I believe this was probably my best because now I was starting to remember the track so I could anticipate what was coming up and not brake unnecessarily. There was more traffic than the previous lap but this actually gave me the opportunity to pass a few people, albeit very slow people. (Who takes an X5 SUV on a racetrack anyway!?) There are some lovely chicanes at one point on the track where you can just shoot straight through the middle with the car dancing lightly first left and then right. I enjoyed that bit. And there’s the dipper with a big hump on the way down over which one would get serious air if one wasn’t prepared. That would not be recommended as directly after the jump is a rather serious right hander. Hard to brake or turn corners when your wheels aren’t touching the ground!

I could feel as this lap came to an end that my front tyres had seriously had enough. Grip was reducing and there was beading on the left tyre causing some vibration. Good time to end then. The BMW did well and, despite enormous room for improvement, I don’t think I did too badly either. The BMW is built for the task (M-Sport package and all) and I’m not! Just don’t go to the Nürburgring thinking it will be fun to casually drive round it. It’s a serious racetrack filled with serious drivers piloting serious machines and it doesn’t suffer fools.

Following my 4th lap I exited, rendezvoused with the Ferrari and we set off back to Belgium. Needed a small fuel stop on the way before another high speed run up towards Aachen. Two and a half hours later I was safely home in Antwerp with slightly less brake pads, a lot less tyres, and quite a bit more sunburn. And as for fuel consumption, the BMW 123d endured 5 hours of high speed autobahn, 84 kilometres of Nürburgring thrashing, and still achieved 7.6litres/100 kilometres. Nice.

Home safe

Argument for offshore windfarms – UK

Offshore Windfarm

Just read compelling article by George Monbiot in the Guardian advocating the use of the UK’s offshore wind resources. Apparently the UK could become a net exporter of electricity by 2050 based on the potential for offshore wind generation and their expected energy consumption. Generation from offshore wind turbines has many benefits over onshore generation and avoids many of the pitfalls that stimy planned projects, most notably the NIMBY effect.

The points made in favour are:

  1. Taking into account constraints on offshore renewables such as water depths, shipping lanes and other obstacles there is practical potential for 2,130 terawatt hours per year – 6 times the UK’s current electricity demand.
  2. Utilising only 29% of this potential resource the UK could become a net electricity exporter.
  3. Utilising 76% of this potential resource the UK could become a net energy exporter (i.e. net of all electricity, oil and gas consumption).
  4. 145,000 people would be employed.
  5. Annual revenue of £62bn.
  6. The UK’s looming energy gap could be closed without resorting to any further use of fossil fuels.
  7. The public hostility to onshore windfarms would be avoided as the best offshore wind resource is far offshore where the turbines can’t be seen.
  8. Potential to create marine reserves around the turbines.
  9. Basically zero potential for habitat destruction unlike tidal barrages.

The major constraint at present is the capacity of the national grid to accommodate variable renewables. For the above benefits to apply the grid needs 34 gigawatts of backup capacity, energy storage, and interconnections with the continent via the proposed renewables supergrid. Given that this supergrid already has a measure of political approval and some very strong backers from the likes of Germany, the Netherlands, Norway and Denmark it is reasonably safe to assume that it will happen, so the UK should push ahead and become the leaders in offshore wind. This combined with the a renewables supergrid acting as a giant battery for Europe’s clean energy would make Eneropa a reality.

The construction effort required to make the UK a net energy exporter would be roughly equivalent to building the North Sea oil and gas infrastructure all over again, an enormous undertaking and no doubt a point that the sceptics will seize upon. But the fact is, if something so large was built before then it is completely plausible that it could be built again, only this time it would be clean, efficient, and future-proof. All that is needed is the political will to push it through and maybe even that is possible now with a fresh, inspired new government…

Source: http://www.guardian.co.uk/environment/georgemonbiot/2010/may/20/offshore-renewables-pirc-report

Additional source: http://www.guardian.co.uk/environment/2010/may/19/offshore-green-energy-uk

Zero emission houses available in Australia

One thing that Australia has in common with the USA is suburbia. The suburbs around Melbourne in particular stretch in all directions further than the eye can see. The city covers a staggering 8,806 square kilometres and most of the recent expansion has been on the fringes in the form of “estates” with names like Caroline Springs or Brookland Greens. These estates are generally filled with McMansions and surround manicured lakes and grounds and are billed as “the perfect family lifestyle”. All very nice, if you like that kind of thing…

However, all is not as idyllic as it seems. The environmental costs of these estates are huge partly due to the lack of public transport links and the sheer distance that people are forced to commute every day. But the main culprit is the amount of energy that these McMansions consume. Due to their large size (usually larger than 300 square metres), cheap, poorly insulated construction, and large arrays of electronic gadgetry, they consume electricity and gas like there’s no tomorrow (which there won’t be if this continues…).

However, I was happy to read today about a company taking the first step to changing this situation. Henley Properties Group in association with CSIRO, Delfin and Sustainability Victoria has built a zero emissions show home on the new Laurimar Estate outside Melbourne. Most homes in these estates are picked from a catalogue which is what creates the homogeneous look and the McMansion title but soon customers will be able to tick the ‘zero emissions’ option. This show home will be on display until September 2010 after which a family will live in it and their energy usage will be compared with other houses on the estate. Assuming it is successful (and I don’t see why it wouldn’t be), these features should then be made available as an option on all their standard house designs. Of course, if you are building a bespoke house there is nothing to stop you incorporating all these features yourself and many people do.

The show home has been designed to produce enough renewable power onsite to supply all it’s energy needs over the course of a year. It achieves this in a couple of ways, firstly by reducing the amount of energy used (70% less than a comparable standard home), and secondly by actively generating electricity. It also monitors energy use in real time which helps the occupants to manage and reduce the amount of energy they consume. The house reduces energy consumption through superior insulation, correct orientation to the sun, advanced sealing systems and energy efficient lighting and appliances. It has solar panels to generate electricity and a solar water-heating system and collects both rainwater and grey water for reuse. With all these factors combined it achieves an 8 star energy rating compared to the required 5 star rating for new houses in Australia.

The most innovative part of the whole equation is the energy management system, controlled via a touchscreen in the house or via the internet or smart phone. These systems can be retrofitted to most houses and are so effective because they make it clear exactly when the most electricity is being used and by what appliance giving the occupants much more information and incentive to change their behaviour. The system can also automatically switch appliances off at certain times of the day such as tv’s on stand-by when everyone is at work or school. It also (importantly for Australia) monitors and manages water use.

And, surprisingly, the price premium for all this energy efficiency isn’t as much as I expected. Around AU$20k on top of the standard price of AU$254k for the energy efficiency features and another AU$20k to add the solar panels. Sure, AU$40k isn’t a small amount of money but it still represents less than 14% of the total price of the house. And who wouldn’t want to be able to turn on the heating or lower their blinds from their iPhone? It’s the way of the future!

Source Article: http://news.domain.com.au/domain/design-and-living/clean-living-now-an-option-20100515-v50l.html

Classic Mercedes… be still my heart…

1957 300SL Roadster

Repost from Jalopnik. God I love classic Mercedes. Just the right amount of bling and gorgeous paint colours.

See article here: http://jalopnik.com/5541095/